Cessna 182E accident near Steamboat Sprng, Colorado, January 30, 1998
On January 30, 1998 at about 8:28 pm local time, a Cessna 182E, registered N2804Y, was substantially damaged in an accident near Steamboat Sprng, Colorado. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The total nonmechanical power loss due to the formation of carburetor ice. A factor was the deep snow covered field on which the forced landing was made.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 30, 1998 · about 8:28 pm local time
- Place
- Steamboat Sprng, Colorado · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182E · all 182Es on the register
- Registration
- N2804Y · registry record · serial 18253804
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the engine lost power. The pilot reversed course and applied carburetor heat. With little altitude remaining and failing to restore engine power, the pilot made a forced landing in a snow field and the airplane nosed over. During the preflight inspection, the pilot found no water or contaminants in the fuel sumps. No irregularities were noted during the pretakeoff engine run. Full power was attained during the takeoff roll, and performance was typical for the conditions. The pilot told an FAA inspector that ice may have formed in the carburetor. At the time of the accident, the temperature at Hayden, Colorado, located 18 miles west of the accident site, was 25 degrees F., and the dew point 12 degrees F. According to the Icing Probability Chart, these conditions are not conducive to carburetor icing. The engine was later functionally tested. During the test, the temperature was 24 degrees F., and the dew point was 20 degrees F. The engine operated satisfactorily. After the engine was shut down, thick frost was noted on the carburetor housing. According to the Icing Probability Chart, these conditions are conducive to carburetor icing at cruise power and during a glide.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 222 hours in all; 130 in this make and model; 24 in the last 90 days; 133 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,188 hours
- Last inspection: annual inspection, October 3, 1997; 28 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: SBS at 8:25 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 25°F (-4°C), dew point 12°F (-11°C)
- Altimeter: 29.00 inHg
- Observation at 7:56 pm from HDN, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number FTW98LA115.